REAUTHORIZATION OF THE
FEDERAL SURFACE TRANSPORTATION RESEARCH PROGRAM

Statement of Valentin J. Riva
President and CEO
American Concrete Pavement Association

Introduction

I appreciate the opportunity to address the Environment and Public Works Committee concerning reauthorization of the Federal Surface Transportation Research Program. This program is vitally important to helping ensure that the infrastructure requirements of all Americans are met in an efficient and effective manner. In concert with other modes, the Federal surface transportation system is critical to maintaining and building the nation's economy. When the system does not fully meet consumer demands, the result is foregone business growth and job creation.

It is research that is at the front line of ensuring we meet both current and future demands for the nation's surface transportation system. Without the analysis to determine how to make the system and its components better, we will fall short. History clearly shows that when we fail to look ahead, plan, and develop new products and processes through research that we, as a nation, lose our competitive edge and disadvantage the public.

In addition, by not spending money now for research to address identified concerns and to create more efficient and effective products, we will end up spending more money to address the same issues in the future. In effect, we will create for ourselves an unnecessary financial burden.

Although research is important, even in the best financial circumstances, it is often the first, or one of the first, areas to be considered for no funding increase or a funding cut as policy makers must consider how to allocate limited resources across competing priorities. Given that the Federal budget faces a deficit, the pressure to cut research funding may be even greater than usual.

As such, it is imperative that the industry work together with the Committee to provide support and justification for the Federal Surface Transportation Research Program. For its part, the American Concrete Pavement Association (ACPA) is committed to working with the Committee to help ensure that an adequate level of funding is provided for the program.

As I turn to address the questions asked by the Committee for this meeting, it is instructive to remember that one of the five significant features of the Transportation Equity Act for the 21st Century (TEA-21) was investing in applied research and its application. We must continue this emphasis with the reauthorization of the Federal Surface Transportation Research Program.

I would also suggest that the best way to ensure our success is to cooperate and use our combined knowledge and resources to develop a comprehensive program that provides for research across a number of areas to the ultimate benefit of the public.

Research Failures Under TEA-21

With the research successes of TEA-21, it is challenging to point out failures, per se, but looking ahead, it would be beneficial to the nation's surface transportation system to streamline and expedite the planning process.

It would also be more advantageous to focus on general research needs, rather than stipulate specific research projects. This would then allow the Federal Highway Administration (FHWA), Transportation Research Board (TRB), industry, and other involved parties to scope out the most promising research.

Research Successes Under TEA-21

One of the successes of TEA-21 is that it facilitated cooperation between various parties, including the Federal Government, academia, and the private sector. This allowed shared funding, physical facilities, and ideas. Federal funds could be leveraged with funding from other sources to allow for research that would not have otherwise been undertaken.

An example of the cooperation facilitated by TEA-21 is the Innovative Pavement Research Foundation (IPRF). The IPRF is a non-profit organization that was founded by the ACPA, Portland Cement Association, and the National Ready Mixed Concrete Association to create a new generation of Portland cement concrete pavements.

In 1999, the IPRF and the FHWA entered into a cooperative agreement that was made possible by TEA-21. Under the cooperative agreement, the concrete pavement industry, FHWA, State Departments of Transportation, TRB, Universities and other parties work together in partnership.

One of the hallmarks of the IPRF national program is that it not only addresses TEA-21's mandate to carry out research on improved concrete pavements, but it also (1) addresses as never before that research must have a clear sense of purpose, and (2) encourages multiple partnership levels within the research community that are much more capable of moving from advanced theory to practice.

The IPRF/FHWA cooperative agreement united public and private sectors with common research interests for improved concrete pavements. To carry out the national research program identified under the cooperative agreement, research proposals encouraged collaboration between various organizations. This collaboration included funding partnerships where appropriate.

The IPRF/FHWA cooperative agreement fostered public and private partnerships where partners could leverage TEA-21 funds. For example, the Center for Portland Cement Concrete Pavement Technology at Iowa State University developed several research initiatives for IPRF that involve multiple universities, industry partners, and consultants. The immediate benefit of these partnerships was improved communication between the participants, which in turn fostered a better understanding of different research needs and priorities throughout the country. In addition, these collaborations resulted in funding support between the participants such that about half of the research costs submitted by Iowa are supported from non-federal funds.

This one example shows that the proposed research can help revolutionize the cost effectiveness and performance of our concrete pavements, while providing major private and other than Federal funding contributions that support Federally funded programs. Regardless of whether the Iowa initiatives receive partial funding from IPRF, the development process created a level of excitement for collaboration within the research community.

I would also note that the IPRF/FHWA cooperative agreement provided a clear sense of purpose and direction guiding research toward implementation within the field of concrete pavements, which addresses TEA-21 objectives.

Future Direction That Transportation Research Should Take

I would respectfully suggest that the future direction of transportation research should focus heavily on applied research. Such research would be conducted to advance the knowledge necessary to develop new products or processes that would improve the efficiency and effectiveness of our surface transportation infrastructure.

As demands on the nation's surface transportation system continue to grow, it is important for the Congress to show that they have put in place a plan of action to make necessary improvements through an applied research program. As examples, I offer the following research suggestions from a recent TRB document:

New construction techniques to permit replacement and upgrading of congested facilities with less disruption and delay.
Innovative approaches to purchasing services from the private sector that promise a better return for the public sector in terms of quality and life-cycle costs.
Enhanced understanding of public preferences and behavior with regard to safety and trip-making to better guide investment decisions.
Analyzing newly emerging institutional experiments within States and regions to indicate new and better ways to make decisions and to manage and operate transportation facilities.

Transportation Research Priorities for Reauthorization

The general direction, however, can be "boiled down" to several specific research priorities. These include:

Preserving, rehabilitating, and enhancing pavements
General funding strategies
Materials
Education and training
Environmental mitigation

Only through a focused and cooperative effort will it be possible to meet the changing needs and expectations of the public. As the public has become increasing dependent on the transportation system, they have also become more aware and less tolerant of delays, performance problems, and the expense of poorly constructed and maintained pavements.

In addition, ACPA looks forward to the upcoming TEA-21 reauthorization to help ensure that the cooperative agreement approach to research activities will be available and the funding guaranteed. This is a demonstrated proven approach to ensuring a balanced and complete research agenda that is already resulting in improvements in the field, and an inflow of non-Federal funding to leverage the Federal funding contribution.

This concludes my statement. I would be pleased to answer any questions.

REAUTHORIZATION OF THE FEDERAL SURFACE TRANSPORTATION RESEARCH PROGRAM